Reversing means for internal-combustion engines.



A. BONNART. REVER'SING MEANS FOR INTERNAL COMBUSTION ENGINES.APPLICATION FILED DEC. 13. I916.

Patented Mziy l, 1917.

4 SHEETS-SHEET l.

' INVENTOR ATTORNEY A. BONNART.

BEVEHSING MEANS FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED DEC. 13. I916.

4 SHEETS-SHEET 2- INVENTOR WITNEsQsES I I EOTLTLLPi? &. .QJ II I ,1

ATTOR N EV 1,224,839.. I Patented May1,1917.

A. BONNART. REVEBSING MEANS FOR INTERNAL COMBUSHON ENGINES.

APPUCATION FILED DEC-13,1916- 1,224,839. Patented May 1, 1917.

4 SHEETS-SHEET 4 m. WW l 1 ATTORNEY AUGUSTE BO NYNART, OF PHILADELPHIA,PENNSYLVANIA.

REVERSING MEANS FGR INTERNAL-COMBUSTION ENGINES.

Specification of Letters latent.

Patented May 1, 191?.

Application filed December 13, 1916. Serial No. 136,727.

To all 1072071173 m (1y concern Be it known that I, Auors'rn BONNAR'Z, acitizen of the Republ c of France, residing at Philadelphia, in thecounty of Philadelphia and State of Pennsylvania, have invented new anduseful Improvements in Reversing Means for Internal-Combustion Engines,of which the following is a specification.

This invention relates to reversing means for internal combustionengines, the objects in view being to provide means for changing thetiming of the admission of fuel to the combustion chamber of the engineso that an explosion may be obtained before the piston completes itsreturn stroke, thereby interrupting said return movement and causing thepiston to be driven in the re versedirection, thereby imparting areverse rotation to the engine shaft.

A' further object of the invention is to provide in; conjunction with afuel injecting pump, pump operating means actuated by the engine shaft,and manually controlled means for temporarily varyingthe action of thepump operating means for the purpose of causing the pump to inject thefuel to the combustion chamber of the cylinder at a time when the pistonis between the two limits of its reciprocat'ory movement with the resultthat the piston movement is arrested at such point and the piston isdriven in the reverse direction, thereby reversing the direction ofrotation of the engine shaft.

With the above and other objects in view, the invention consists in thenovel construction, combination and arrangement of parts hereindescribed, illustrated and claimed.

In the accompanying drawings Figure 1 is an elevation showing aninternal combustion engine equipped with the improved reversingmechanism.

Fig. 2 is an enlarged section on the line 2 of Fig.1.

Fig. 3 is a fragmentary section taken diametrically of the engine shaftwhich is, however, shown in elevation, said section passing through theeccentric and transmission member.

Fig. 4 is an enlarged longitudinal section through the fuel pump,showing also the means for adjusting the throw of the pump plunger.

Fig. 5 is a fragmentary elevation of the governor mechanism.

Fig. 6 is a fragmentarysection on the line G6 of Fig. 4c. 7

Fig. 7, 8 and 9 are diagrammatic views illust 'ating the operation ofthe pump actuating mechanism.

Referring to the drawings 1 designates the base of an internalcombustion engine. 2 the engine shaft which is mounted for rotation inthe base, 3 the engine cylinder and 4 the fuel feed pipe which is shownas leading into the head 5 of the cylinder 3 and having associatedtherewith a pump casing 6 hereinafter more particularly described andserving to force the fuel through the pipe n into the combustion chamberof the cylinder.

Referring now particularly to Fig. 4, which shows the mechanism of thefuel injecting pump, the pump casing (3 contains a fuel inlet checkvalve 7 and a fuel outlet back pressure check valve 8, said valves beingarranged at opposite sidcsof a chamber 9 in which reciprocatcs a pump,plunger 10. The working stroke of the pump plunger 10 is effected by atappet 11 in turn actuated by a rocking lever 12 the actuating means forwhich will be hereinafter described. The tappet 11 is provided with anenlarged cylindrical portion or head 13 the extremity of which isrounded and is acted upon by the lever 12. The other end of the-tappet11 reciprocates back and forth in an adjustable stop 14 of tubularformation as shown in Fig. 4, said stop li'also receiving and admittingof the rcciprocatory movement of j the adjacent end of the pump plunger10,

the return movement of the plunger 10 being limited by a stop collar 15thereon and the return movement of the plunger 10 being effected bymeans of a spring 16 which is coiled around the plunger 10 andinterposed between the shoulder or collar 1 and a stationary shoulder 17which is shown as ctnsisting of the gland of a stutiing box 18 throughwhich the pump plunger 10 reciprocates, said stuffing box being carriedby the body 19 of the chamber in which the. pump plunger 10 recipr')cates. The return movement of the tappet 11 is effected by means of aspring 20 which is interposed between a shoulder 21 of the tappct andthe adjacent end jofthc adjustable stop 14. The stop 1% the casing (3.the shaft 26 having fast thereon a sector gear 28 the teeth of whichmesh with a worm 2%) on a cquntershaft 3O actuated b v the engine shaft2 as will appeal. The sector gear :28 has an arm 31 adapted to contactwith an adjustable limiting member 32 shown in the form of a screwhaving a threaded engagement with a lug 1 33 or its equivalent shown asprojecting from the wall of thc c vlinder 3. By ad- 'justing the member32, the throw of'the sector gear 24, and therefore the throw ofthe'adjustable stop It may be. restricted within certain limits. theengine, a manually operable pruning member 34 in thr form of a lever ismounted pivotally at 35 on the pump casing 6 and one arm of said leveror priming member works through a slot 313 in the pump casing andengages the collar 15 on the pump plunger 10. This enables the operatorto 1n ect a sufficient quantity of fuel into the engine for the purposeof starting the some be ore the pump isactuated by the operatin meanspartl'y described hereinabove. It.

Wil be observed that when the adjustable stop 14 is moved to the rightin Fig. 4, it will be followed by the plunger 3.0 due to thee'xpansioncf the plunger return spring 16. Consequ'entlya longer strokewill-lee imparted to the plunger 10 by the tappet 11. On the other handwhen the stop 1% is shifted to the left in Fig. 4, it will carry with itthe plunger 10 and this will shorten 'the throw of the plunger. 'lhcthrow of the tappet 11 will not be changed by the shifting of the stop14 but the throw of the pumpplunger will be changed and thereby agreater or lesser amount of fuel" will be forced to the combustionchamber of the engine.

The means for controllingthe movement of the adjustable stop 14 is bestillustrated in .Fig. 5, the shaft 2 having mounted thereon a carrier orbracket .37 having a plurality ofarias 38 to which weighted centrifugalgovernor arms 39 are connected by pivots 40, the governor arms beingconnected by a yieldable member 41, shown in the. form of a contractile-.sprin which resists the outward movementof t e governor arms as theyare ra )idlycarricd around the carrier 37 wine is fast on the engine Toinitially prime' .member 52 and the .the greatest shaft 2. Slidmgiymounted on but rotating with the shaft 2 is a sleeve 4; having two'motion transmitting wheels 4? and 44' fast thereon and movablealternatelv into and out of engagement with another wheel t3 on theadjacent end of the countershal't 3O hereina b'ove referred to. Thesleeve 42 is formed with a groove 46 which is engaged by fingers 47 ofthe governor arms tlf), By the operation of the governor mechanism justdescribed, as the speed of the shaft becomes excessive, the wheel 43 ismoved into driving engagement with the: wheel 45 thereby turning thecountcrshaft-in the. proper direction to reduce the working stroke ofthe fuel pump plunger. When the speed decreases below apredetermincdpoint, the governor mechanism shifts the I wheel 44: into engagementwiththe wheel 45 thereby increasing the throw of the pump plunger, whichincreases or decreases when the throw of the pump plungeris effected bythe shiftingof the stop 14 in the manner above explained.

Referring now to Fig. 1', the'rocking lever 12, is shown as connected bymeans of a link 48 to an eccentric rod 49 which is fulcrumed so as tofunction also as a lever.- The rod 49 is fixedly connected at one end toan eccentric. strap 50 which en circles an eccentric 51 normally loosein relation to theengine shaft'2 Fixedly mounted on the engine shaft 2is a. motion transmitting"member 52 having'i'a disk shaped body portionand shoulders'53 and 54, shown as having concaved.fac es and adapted toengage, one at a time, a shoulder 55 on the eccentric 51, the shoulderbeing shown in the formof a pin 'or stud promoting-from one face of theeccentric.' At th1s .point it mayv be noted thatasthe" motiontransmittin member 52 is fast on the engine shaft 2, it acts upon theshoulder 55 to take'up and drive. the eccentric 51 as one or-the otherofthe shoulders 53 and 54 must engagethe shoulder 55, in accordance withthe direction in which the engine shaft 22 is rotating. When 'thedirection of rotation is changed. there will be aninterval ofdisengagement between the time of movement of the fuel pump plunger ischanged so as to inject the fuel into the combustion chamber and allowthe same to be ignited by means of a' hot ignition tube, before thepiston has reached the -hm1t of-its return stroke, the explosion at suchtime driving the piston back and thereby; reversing the rotation of theeneccentric 51 equal to;

dotted line circle gine shaft. 56 designates a collar on the engineshaft. 2 behind the eccentric 51 and the hub 57 of the member 5:2. on\\'lllt'll hub the eccentric 51 is jonrnaled. as shown in Fig. 3. I

The reversing lever 58 is shown as of the thumb lateh type. said leverbeing tulcrnmed on a bracket 59 shown as secured to the engine base, thelatch 60 of the reversing lever 5 is adapted to be placed in engagementwith any one of the three notches (z, b and c in a rack (ll also shownas fastened to the engine base 1. Referring to Figs. 1 and 2, thereversing lever 58 carries a laterally projecting journal or stud shaft62 upon which is mounted one end of a link 63 the other end of whichcarries a pin Si 'by which it is pivotally connected to the eccentricrod 49 as best illustrated in Fig. 2. The outer end of the shaft 62 hasconnected theretoa swinging support or yoke 65 the opposite end ofwhichis pivotally connected to the, bracket 59 above referred to. Whenthe lever 58 is moved from the notch (I. to the notch c or vice-versa,the pivot 64: is shifted to one or the other of the two positions shownin the diagrams Figs. 7 and 8 thereby causing the pivot 66 to describeone or the other of the ellipsoidal or orbital paths shown in saiddiagrams. When the latch 60is in the intermediate notch b, the pivot 66describes an approximately circular path as shown by dotted lines insaid'diagrams. In other words when the latch 60 is in the notch 0, thepivot 64 moves in the arcuate path designated by the line .53 in Fig. 7while, the pivot. 66 describes the full line ellipsoidal path e of thesame figure. When the latch 66 occupies the notch a. the pivot 64describes the arcuate path designated by the line in Fig. 8 while thepivot 66 describes t e full line ellipsoidal path 9 in the same figure.When the latch 60 is in the notch 12, the pivot 66 describes thesubstantially circular path indicated by the h in Figs. 7 and 8. Whenthe pivot 66 is describing the ellipsoidal path shown in both. Figs. 7and 8, the active movement of the pivot 66 as far as the actua-tion oftholever 12 is concerned, is between the imaginary lines 2' and k ofFigs.

7 and 8. In other words the distance between the lines 11 and 7.:represents the working movement of the lever 12 or that part of themovement of said lever which causes an actuation of the tappet 11 of thefuel injecting pump. When the pivot 66 is describing the substantiallycircular path 6 of the diagrams, lever-.12 and consequently the fuelpump remains idle. p

In Fig. 7 the dotted circle Z indicates the position of "he crank arm ofthe engine shaft when the piston is at the outer limit of its movementor that limit which defines suit-m9; in a reversal in the directiontation of the engine shaft. In Figs. 7 and there is no effect on the thebeginning ol' the worltin; stroke ol the piston. ln Fig. 8 the samepositi n ol' the crank arm is illustrated at 7. li will he notedhowever, in Fin. 7 that the pin or shoulder 53 is in engagement with theshoulder 53 of the motion transmitting member 52 while the engine shaft2 is rotating in the direction of the arrow. while in Fig. the shoulder57 on the ementric 51 is in engagementwith the shoulder 54 of the motiontransmitting member 5'2 while the engine shatt- '2 is rotating in theopposite direction. The position of the shoulders 53 and 55 in Fig. 7 isthat assumed thereby when the engine is being driven in one direction.When the engine is reversed or driven in the opposite direction, theshoulders 54 and 55 assume the relation shown in Fig. 8. in hoth cases,the fuel pump injects the fuel into the combustion chamber while thepiston is at the limit of its movement defining the beginning of theworking stroke. In Fig. 9 Z again designates the position of the crankarm at the engine shaft 2 when the piston has approximately accomplishedone-half of its return stroke and in said figure it will be noted thatthe shoulder is in engagement with the shoulder 53 of the.motion"transmitting member 52 so that the plunger of the fuel pumpacconn lishes a Working stroke and injects fuel nto the combustionchamber when the piston is at such intermediate point. The mixture beingthen ignitedby the 'hot' tube ignition member and an explosion occurswhich acts on the piston head and drives the piston back toward thecrank shafti, re-

8, 12 designates the lever shown in Fig. 1, i8 designates the i ofcorresponding number shown in Fig. 1 while Gland 68 designaterespectively the pivot connecting" the lever 12 with the link 48, andthefulcrum pin oi the lever 12. The tappet head 13 is also indicated in thediagrams in order to make the operation of the mechanism clear.

In further explanation of the operation of the mechanism hereinabovedescribed and referring particularly to the diagrauunatic views, Figs.7, 8 and 9, when the lever 59 is in the position shown in Fig. 7, whenthe piston reaches the upper limit of its movement indicated by t eposition '2 in Fig. 7, the projection 55 has reached the point indicatedby the radial line m n in said figure, at which time the pump has justcompleted injecting fuel into the cylinder. It; will be noted that theengine is turning in the direction indicated by the arrow in Fig. 7 whenthe parts are in the relative positions just described. When the lever'is moved from the position a in Fig. 7 to the position in Fig. 8, theengine shaft is revolving in the same direction but when the piston hascompleted about one-half ofits return stroke indicated by the position lin Fig. 9, the fuel,

pump has just completed a full working stroke as indicated by theposition of the projection 55 on the line m n of Fig. '9.

Then the explosion of the cliarge acts against the piston before'itreaches the end.

of its return strokc and drives the same backwardly thereby reversingthe direction of rotation of the engine shaft. The member 52 is thuscaused to turn in the reverse.

parts when the lever 58 is in the position a r and in the position 0,the .fuel pump completes its working stroke as the piston reaches thelimit of its return movement or the position where ignition takes laceflBy moving the lever 58 to the position b, the operation of the fuel pumpis stopped and consequently the engine terminates its operation as itcan no longer operate without the fuel being forced into the combustionchamber thereof.-

From the foregoing description taken in connection with the accompanyingdrawings it will now be understood that the reversal of direction ofrotation of the engine shaft is brought about by injecting the fuel intothe combustion chamber of the engine at an intermediate point in thelength of the working stroke of the piston causing'the piston to bedriven backwardlyloward the engine shaft before it has reached the endof its normal return stroke. I do not desire to" be restricted to theparticular embodiment offithe invention as herein above described in theaccompanying drawings. These draw ings merely illustrate one way ofcarrying out the invention and utilizing the same in connection with aninternal combustion engine and particularl an engine adapted to operatewith fuel 0 a low specific gravity, in which a hot ignition tube or theequivalent thereof is used for igniting the fuel. It

will therefore be apparent that the mechanism particularly described andshown is susceptible of changes in the form, proportion and minordetails of construction which may accordingly. be resorted to withoutdeparting from the "principle or sacrificing any of the advantages ofthe invention.

1. The combination with an internal combustion engine, of a fuelinjecting pump for supplying fuel under pressure to the comvmally loosean eccentric and a motion I bastion eng tuating means operated by meansfor changing the timing of the workin relation to the.

bustion chamber of the engine, pump ac tuating means' operated by theengine shaft, means for changing the timing of the working stroke of thepump in relation to the working stroke of {the engine piston, the lastnamed-means comprising an eccentric normally loose in relation to theengine shaft, an eccentric rod actuated by said eccentric, anda motiontransmitting member fast on the engine shaft and adapted to engage anddisengage said eccentric.

2. The combination with an internal combustion engine'pf a fuelinjecting pump for supplying fue under pressure to the combustionchamber of the engine, pump actuating means operated by the engineshaft, means for changing the timing of the working stroke of workingstroke of the engine piston, the last named means comprising aneccentric norilrfi) relation to the engine shaft,

transmitting member fast-on the engine shaft and adapted to engage anddisengage said eccentric, said motion trans- .mittingmcmber and saideccentric having a ,certain amount of free rotatlve movement in relationto each, other.

3; The combination with an internal comine, of a fuel injecting pump forsup lying fuel under pressure to the combustion chamber of theengine,pump acthe engme shaft, ing stroke of'the pump d actuated by saideccentric,

the pump in relation to the working strokeof the englne piston, the lasti named means comprising an eccentric normally loose in relation to theengine shaft, an eccentric rod. act ted by said-eccentric, and 'a motiontransmltting member fast on the engine shaft and adapted to engage anddisengage said eccentric, said motion trans mittin'g member having aplurality of shoulders in spaced relation to each other and adapted oneat a time to engage a shoulder OnsaId'eccentric. v

4. The combination with an internal combustion engine, of a fuelinjecting pump for supplying fuel under pressure to the combIIStlOIlchamber of the engine, pump actuating means operated by the engineshaft, means for changing the timing of the working stroke of the pump-'working stroke of the engine piston, the last named means comprising aneccentric nor-, mally loose in relation to the engine shaft,

an eccentric rod actuated by said eccentric, -a motion transmittingmember fast on the engine shaft and adapted to engage and disengagesaid-eccentric saidl motion transmitting member having shoulders in'spaced re n relation to the from one shoulder to the other Withoutaffecting the motion transmitting member.

5. The combination With an internal cornbnstion engine, of a fuelinjecting pump for,

supplying fuel under pressure to the combustion chamber of the engine,pump actuatmeans operated by the engine shaft, means for changing thetiming of the working stroke of the pump in relation to the Workingstroke of the engine piston, the last named means comprising aneccentric normally loose in relation to the engine shaft, an eccentricrod actuated by said eccentric, a motion transmitting member fast on theengine shaft and adapted to engage and disengage said eccentric, afulcrum pin for said eccentric rod, and means for shifting said fulcrumpin to vary the effective throw of the pump plunger.

(3. 'lheconnination with aninternal combustion engine, of a fuelinjecting pump for supplying fuel under pressure to the coming stroke ofthe pump in relation to the Working stroke of the engine piston, thelast named means comprising an eccentric normally loose in relation tothe engine shaft, an eccentric rod actuated by said eccentric, a motiontransmitting member fast on the engine shaft and adapted to engage anddisengage said eccentric, a fulcrum pin for said eccentric rod, andmanually controlled means for shifting said fulcrum pin to vary theworking radius of said eccentric rod and thereby Tn nder the pumpeffective or met fective.

In testimony whereof I affix my signature.

' AUGUSTE BONNART.

